Gyro precessing means



`km. 10, 1950 D. F. cARls ETAL i 2,494,429

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Jan. 10, 1950 D. F. CARIS ETAL GYRO PRECESSING MEANS 6 Sheets-Sheet 2 Filed March 12, 1945 Jan. l0, 1950 D. F. cARls EVAL 2,494,429.

GYRO PRECESSING MEANS Filed March l2, 1945 6 Shets-Sheet 5 4 n 0 Z, y 6

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GYRO PRECESSING MEANS Filed March l2,l 1945 6 Sheets-Sheet 4 Jam., 13,0; E95@ D. F. @ARIS Er A1. 2,494,42@

GYRO PRECESSING MEANS Filed March l2, 1945 6 SheLS-Sheet 5 Jan. 10, 1950 D. F. cARis ETAL 2494,429

GYRO PRECESSING MEANS Filed March l2,4 1945 6 Sheets-Sheet 5l [1101 und@ Patented Jan. 10, 1950 GYRO PRECESSING MEANS Dari F. Caris, Dearborn, and Wallace W. Perkins, Pleasant Ridge, Mich., assignors to General Motors Corporation, Detroit, Mich., a corporation of Delaware Application March 12, 1945, Serial No. 582,338

(Cl. i4-5.4)

6 Claims.

. l The present invention generally relates to directional controlling mechanisms and more particularly relates to remotely controlled Igyroscopic directional control means for vehicles or ships.

The principal object of the invention is to provide a simple remotely controlled gyrosco-pic directional control mechanism for an airborne ship.

Another object is to provide remotely controlled electromagnetic -precessing means for gyroscopic control means to provide pres-elected uniform precession rates and exerting no additional force or friction between other parts of the gyroscope thereby preventing errors in the gyroscopic action and enabling simple power operated steering land follow-up mechanism to be connected to and controlled by the gyroscopic control means.

Another object of the invention is to provide power operated and remotely controlled centering and caging mechanism for the gyroscopic control means.

The combined means by which the above objects -are accomplished and other features lof the invention will become lapparent by reference to the following detailed description and drawings illustrating two different forms -of control systems.

Figures 1 and 2 are vertical sectional elevation views, taken at right angles to each other, of one form of gyroscope with parts broken away. Figure l is taken substantially on line I-I of Figure 6.

Figure 3 is a plan view of the gyroscope shown in Figures 1 and 2 with vparts broken away and in section.

Figure 4 is an enlarged schematic elevation view of the electromagnetic means for causing precessing of the gyroscope shown in the preceding figures.

Figure 5 is an enlarged partial cross-sectional elevation view taken on line 5-5 of Figure 6 with parts broken away.

Figure 6 is an enlarged cross-sectional view taken on line 6-6 of Figure 5.

Figures '7 and 8 are elevation and plan views of another form of gyroscope with parts broken away and in section.

Figure 9 is a schematic view of the vehicle `direction control system using the gyroscope of the form. illustrated in Figures 1 to 4. y

Figure l0 is a similar view of the vehicle directional control system using the gyroscope shown in Figures 6 to 8.

The gyroscope, shown in Figures 1 to 3, is provided with a rotor I which is adapted to rotate about a horizontal axis in an inner gimbal member 3 which is pivoted about an axis in the same `plane and at right angles to the rotor axis in an outer gimbal member 5. The outer gimbal member is pivoted about a vertical axis to a gyroscope housing 'I provided with la housing cap member 8. The housing 'I is adapted to be secured to a vehicle so that the steering mechanism thereof is under control of the gyroscope.

The gyroscope rotor I is driven in conventional manner by an air nozzle on the inner gimbal for driving blades on the rotor in a well known manner. The interior of the housing 'I is connected to a suitable source of subatmospheric pressure and air at .atmospheric pressure is supplied to the air nozzle through connecting passages including a iilter, not shown, located in the housing and gimbal members.

Electrically controlled means are provided to lcontrol precession of the gyroscope in either direction about a vertical axis. These means include ironclad solenoids 9 |and I I of arcuate form and separate arcuate plungers I3 and I5, each of which is freelymovable in and is attracted by a separate solenoid. The solenoids are secured by means of brackets I1 to outer ends of the outer lgimbal member with the axis of each arranged at right angles and concentric to the horizontal axis of the inner gimbal. The arcuate plungers are also arranged at right angles and concentric to the horizontal axis of the inner gimbal so that the free end of each is freely movable in a respective solenoid. One terminal of each of the solenoid windings are grounded to the brackets I'I. The arcuate plungers I3 and l5 are secured by means of brackets I8 to the diagonally opposite portions of the inner gimbal 3, :as best shown in Figure 3. With the plungers and ironclad solenoids arranged in this manner constant pull is exerted on each plunger to cause constant torque to be applied in either direction between the gimbal mem-bers and transverse to their respective axes in order to cause a substantially constant rate of :procession of the rotor and gimbals in either direction about a vertical axis. Also with the ironclad solenoid construction no magnetic leakage to the other parts of the gyroscope takes place and hence no magnetic leakage and no forces are applied to these other yparts to caus friction therebetween.

The gimbals may be centered and caged, in the positions shown, by the mechanism shown in Figures 5 and 6. A diaphragm I9 is clamped across an opening in the housing and a plunger ZI is secured thereto with a spring 23 between it and a housing flange to urge it outwardly of the housing. 'A housing closure plate 25 serves to forma cavity 21 adjacent the outer surface of the diae phragm. A connecting passage 23 in the housing connects the cavity 2l to a valve cavity 3| in the housing, including an electromagnetically operated centering caging valve 33. The valve cavity 3| is closed by a cover plate 35 having an atmospheric opening 3'! and a housing passage in alignment with the opening 31 is shown extending extending between the valve cavity and the interior of the housing which, as previously described, is maintained at subatmospheric pressure. The valve 33 is supported on an armature '40 which is fulcrumed on one leg of a U-shapedouter pole 4i of an electromagnet having a .winding 43 on .a central pole piece 45. A spring All normally urges the armature so that the valve 33 covers the atmospheric opening 3T so that air at subatmospheric pressure is applied onbothfsides ofthe diaphragm and the diaphragm and plungerare 4noi`w mally urged outwardly toward the cover plate 25 .by .the plunger vspring 23. Energization of the electromagnet winding d3 causes the armature 4U to be movediroin the normal position to cause ythe valve 3.3 to .close the passage-39 and uncover .theatmospheric opening 37 so that atmospheric .pressureis applied to the outer surfacefandair at subatmospheric pressure .is applied to the .inner surface of the diaphragm .to cause inward .movementor .the ,plunger and diaphragm against .the

force of the spring 323. The ,plunger 2| vis connected by a link 49 .and ya .bell .crank 5l, pivoted to .the housing, to one end .of a biiurcated centeringlever 53, the legsof which are also pivoted to .the housing. The centeringiever .providedwith .camsuraces 55 and .51 .on each .leg and .sloping downwardly to the junction of thelegs so that .upon outward movement of the Yplunger .2i the cen- 'tering lcveris raisedand `the cam :surface ofeither leg .engages rthe lower ball end .of a centering Vpin .59 supported for. vertically .sliding movement Yin v'the .lower portion .of the outer gmbal .5 and the .upper end of the pin is accordingly rnoved upwardly. ,into contact. with -a U shaped .caging `lever 6| .pivoted .at one end to the outer Ygimbal. 5

`for vertical movement with respect thereto to cause the caginglever to be moved upwardly. The

other ends of the cag-ing lever .5| are .provided `with surfaces .63 which are adapted -to .engage complementary lower surfaces on the inner gimbalmem- 'ber 3 to cause it to be rotated to and yheld in a.

caged horizontal plane. It will be evident with this .arrangementof electromagnetic caging and centering .mechanism .that when the electromagu netwinding 43 is deenergized the centering lever 53 is raised by the plunger 2| and the contact 4of the lower ball end of the pin 59 with the cam suraceon .either legof the centering lever 4S 'and contact Ybetween the upper end of the pin With the caging lever causes the outer gimbal to be rotated in either direction about its vertical axis y to the centeredposition, as. shown, and also causes the inner. g-imbal to be rotated in .either direction about. its horizontal axisto the horizontal caged position'shown.

Energization of either .of the. precessing .sole- 1.noldst or to cause precession of the inner and outer .gim-bals in either direction about the vertlw cal axis takes place through two electrical con- .tact plates 65 and 6.7: vsecured. on vopposite sides of tors. With this arrangement of contacts mini-- mum friction and no torque is applied when the outer gimbal rotates relative to the housing. Another spring contact 'l1 is secured to and grounded electrically on the outer gimbal by a bracket 19. Two other spring contacts 3| and 83 supported by suitable insulators to the housing, are adapted to engage contact disks .B5 and Si' of semicircular form, best shown in Figure 9, secured to a disli' 89 of insulating material secured on a shaft Si rotatably mounted in a vertical opening coaxial with the outer gimbal axis in a closure member se cured to the upper i ace of the housing cap 3. The above vdescribed contacts serve as reversing controlling means for power operated vehicle steering means to be subsequently described, which means is also connected to an arm 95 secured on the shaft 9| by which the contact disks 85 and 8i are rotated.

The directional control system including the above described gyroscopeand the electrical control .connections between the elements of this .system are-.shown .schematically in Figure 9. The control system is shown controlling a steering rudder .for an aeroplane but is suitable .for other vehicles` The ungrounded winding terminal of the solenoid .8 is shown connected through the contacts and 1.3 to the fixed contact of a relay 5l by \vires.98 vand `99 and the ungrounded winding terminal of the other vsolenoid is connected through .thecontacts B'I and 'l5 to the xed contact Aof a relay by wires Vlill and HB2. One .terminalof the winding43 of the electromagnetic centering and caging valve is grounded and the other terminal .is connected by a wire |03 to the .xedcontact 4of .a relay |04. .'lhe armature contacts of the .relays 91 and |00 are connected .in series with arheostat H25 to the positive terminal of a battery la@ by a wire Effi and the negative .battery Yterminal is grounded. The rheostat |05 may be adjusted to vary the current in the solenoids to obtain preselected Values of pre- .cession -ra-te ofthe gyroscope. The armature contactof the .relay |04 is connected directly to the .positive wire |01. One terminal of each of the relay wind-ings is grounded and each of the other winding terminals is connected -to separate output .terminals of .a radio receiver |88 provided with an antenna |09 and having one input torminal -grounded and the other input terminal connected tothe positive wire |32'.

The receiver |08 includes suitable filter amplier equipment to cause selective energization of the relays 97|, |00 and |04 when direrent frequency radio signals are picked up by the radio antenna |09 from a broadcasting station, so that precession and cagingV of .the .gyroscope may be remotely controlled.

VThe grounded contact 'l1 carried by the outer gimbal upon precession of the outer gimbal clockwise, as shown in Figure 9,.upon energization of ythe .solenoid Srlmoves .into contact vwith the contact disk 8?! and .moves `in the opposite direct'ioninto contact with the contact vdisk 85 when the solenoid .Il is energized to causeprecession .in the .opposite direction, to complete circuit to ground through one .or the other of two con-- trol relays |.ID or serving -to control reversal of the power steering means of the vehicle. This power means comprises a separately excited moe tor H2v connected by suitable irreversible gear- .i-ng .to a rudder H3. The rudder is shown ccnnected .by suitable gearing to an arm H5 con- .nected lby elink A,|.|| to thearm95 connectedto 5 lthe shaft 9| and the contact disks 85 and 81 carried thereby in order to cause rotation thereof about the vertical axis of the outer gimbal in a reverse direction tothat of the rudder.

The lower terminals of the winding of the relay I I and III are connected together by a wire II'I which is connected to the positive wire |01. The upper terminal of the winding of the relay IIO is connected by a wire I I8 to the contact 8| carried by the housing and the other housing contact 83 is connected by a wire I I9 to the other winding terminal of t-he relay I I I. The upper iiXed contacts of the relays I|0 and II| are connected together by a wire |20 which is also connected to the positive wire |01 and the lower fixed relay contacts on which the relay armature contacts normally bear are connected together and grounded by a wire I2I. Each relay armature contact is connected to one terminal of the motor armature by separate wires |22 and |23 and the armature is accordingly normally short-circuited to ground as the armature contacts normally bear on the lower iixed contacts. The motor field winding is connected between ground and the positive wire |01 by a wire |24 and is accordingly normally energized. It will be evident that with the armature shortcircuited to ground and the motor field winding energized the armature will be promptly brought to rest by the dynamic braking action between the motor iield and armature windings.

It will be evident that upon energization of either of the windings and closure of the contacts of the relays 91 or |00 upon pick-up of a signal of a given frequency by the radio receiver |08 one or the other of t-he solenoids 9 or |I will be energized to cause precession of the outer gimbal oi the gyroscope.

With the ship traveling on a straight course at right angles to the axis of the gyroscope rotor c and the grounded contact 11 on the outer gimbal positioned on the portion of the insulating disk 89 between the contact disks 85 and 81 thereon, the operation of the control system will be as follows should the ship tend to deviate from this course.` Should the ship deviate to the left of the course setting the contact disks 85 and 81 through their connection with the ships rudder II3 will rotate counterclockwise about the vertical axis of the gyroscope and cause the contact disk 81 to engage the grounded cuter gimbal contact 11. This completes an energizing circuit to the winding of relay I Iii to ground through Wires Il, ||1 and II 8. The armature contact of the relay II@ will accordingly be moved upwardly into contact with the upper xed contact to cause energization of the motor armature through these relay contacts and wires |01, |22 and |23 to ground through the normally closed contacts of the relay III and `wire I2I. This causes counterclockwise rotation of the rudder I I3 by the motor to cause the ship to turn to the right and compensate for the counterclockwise deviation ofthe ship from the course. The arm I I5 geared to the rudder will be rotated clockwise and cause clockwise rotation of the arm 05 and contact disks through the link I I6 connecting the arm 95 to the arm I I5. This causes the-contact disk 81 to be moved off the gimbal contact 11 and cause deenergizaticn of the winding of the relay I I 0 which causes its armature to drop to the normal position and cause deenergization of the armature of the motor and snorting thereof to stop rotation of the motor and rudder. The ship accordingly turns clockwise with reference to the gyroscope and if it deviates to the right of the course the contact disk will move into contact with the grounded gimbal contact 11. This causes energization of the winding of the relay III through wires I 01, I I1 and II 9 and to ground through the contact disk 85 and grounded gimbal contact 11. The armature contact of the relay III accordingly is moved upwardly into contact with the upper fixed contact upon energization of the winding to complete a circuit through the motor armature in the reverse direction, through wires |01, |23 and |22 and to ground through the normally closed contacts of the relay IIO and wire I 2| This causes clockwise rotation of the rudder to cause counterclockwise turning of the ship back to its original course and the contact disks are turned counterclockwise to cause the contact disk 85 to move out of contact with the grounded gimbal contact 11 and break the above circuit connections to promptly stop rotation of the motor and rudder. The vehicle is accordingly brought back on course by any turning movement of the vehicle in either direction with respect to the gyroscope by slight rotation of the rudder in either direction to connect for such deviations.

To alter the course of the vehicle radio signals of different frequencies are transmitted and are picked up by the receiver I 08. One signa1 frequency causes energization of the winding and closure of the contacts of the relay 91 to cause energization of the solenoid 9 and precession of the gyroscope clockwise about the vertical axis. This causes the grounded outer gimbal Contact 11 to move into contact with the disk contact 8'.' and cause energization of the relay IIO and motor I I2 to cause counterclockwise movement of the rudder and turning-of the vehicle to the right or clockwise and the turning of the arms II 5, and contacts clockwise to break these connections and stop movement of the rudder when the insulating portion of the disk 89 lines up with the-contact on the end of the grounded outer gimbal contact 11 in the new course setting as determined by the gyroscope. The vehicle is then held in the new course setting in the previously described manner.

A different frequency of radio signal received by the receiver |58 causes energization of the winding and closure of the contacts of the relay |00 to cause energization of the solenoid I. This causes precession of the gyroscope counterclockwise about the vertical axis and this causes the grounded outer gimbal contact to move counterclockwise into contact with the contact disk 85 so that the relay III and motor is energized to cause turning of the rudder so that the vehicle turns to the left or counterclockwise to the new course where it is again held in the previously described manner.

A third frequency of radio signal received by the receiver causes energizaticn of the winding and the opening of the normally closed contacts of the relay |04 to cause deenergization of the winding of the centering and caging valve winding 43 and this causes centering and caging of the gyroscope in the previously described manner.

It will be evident that with the above arrangement that when the ship is in the course set the grounded outer gimbal contact is on the portion of the insulating disk 89 between the disk contacts 85 and 81 which causes the shorted motor to stop the rudder in the straight fore and aft position.

The ironclad precessing solenoids @and I I Aand the poles of the electromagnet operating the cen- 9 contact 221 to again cause reversal of the motor and rudder and turning of the ship to the right. It will be evident that the alternate reversal of the steering motor due to the above contact arrangementI between the outer gimbal and followup linkage from the rudder causes alternate slight turning of the ship in either direction away from and back to the set course.

A new course setting is established in a similar manner as previously described by the transmission of radio signals of diierent frequency which are picked up by the radio receiver Hi8. A signal of one frequency or another by the receiver causes energization of one or the other of the windings of relay 2./-l3 to establish current ow in one direction or the other through the electromagnetic windings to cause a torque force to be applied between the windings and permanent magnets Within the windings. This torque force in one direction or the other is applied between the outer and inner gimbal members and causes precession of the outer gimbal clockwise or counterclockwise about the vertical axis and movement of the gimbal contact Zig into contact with either the contact disk 22T or the contact disk 230. This causes rotation of the steering motor and rudder in either direction to cause the ship to turnright or left to a new course setting on which the ship is maintained by slight rotation of the rudder in either direction from the straight ahead position in the manner previously described.

In the above hunting control system the rate of precession of the gyroscope to set up a new course is varied by adjustment of the rheostat 245 to vary the current flowing in either direction through the windings 21H. The use of permanent magnets within these windings provides preselected and substantially constant precession rates of the gyroscope in either direction with small current fiow through the windings Zlll and therefore minimum leakage flux around these windings which prevents forces being set up between the elements of the gyroscope to cause errors in its action.

It will be evident that the type and arrangement of each of the above described electromagnetic means between the gimbals of each form of gyroscopic means disclosed, enables the magnetic flux path therefrom to be localized. This prevents stray magnetic iields reaching other parts of the gyroscope which would exert magnet force between or eddy currents in these parts which would cause errors in operation of the mechanism. The form and arrangement of each of the electromagnetic precessing means directly between the gimbals also permits substantially constant torque to be applied therebetween throughout the range of free movement permitted between the gimbals and thereby provides the means for obtaining a substantially constant rate of precession. The rheostat provided for varying the current in the windings of each of the electromagnetic means enables the magnetic intensity and ux density to be varied in order to vary the amount of torque exerted and thereby enables preselected and substantially constant values of precession rates to be obtained irrespective of the relative positions of the gimbals.

We claim:

l, A directional gyroscope for controlling steering mechanism comprising a gyroscope rotor supported by gimbals on a frame for normal rotation about a horizontal spin axis, cooperating steering control contacts relatively movable by the gyroscope and steering mechanism with respect to a vertical axis, caging means betweenfthe frame and gimbals operable to move the gimbals relative to the frame so that the rotor is moved to a preselected angular position with respect to the frame and to cause the rotor to spin about a horizontal axis, cooperating contacts relatively movable about a vertical axis between the frame and one gimbal for controlling the steering mechanism to maintain a preselected course to travel, certain of said contacts being operably connected to one of said gimbals for rotation upon precession of the gyroscope, other of said contacts being operably connected to the steering gear for rotation thereby to maintain a preselected course of travel, coaxially movable electromagnetic means and permanent magnet means between the gimbals for exerting torque therebetween to cause precession of the rotor and gimbals about a vertical axis to change the course of travel, said last named means comprising at least one permanent magnet secured midway of the poles thereof to one gimbal for coaxial rotation therewith and at least one electromagnet winding secured to the other gimbal in coaxial enclosing relation with respect to said permanent magnet.

2. A directional gyroscope for controlling steering mechanism comprising a gyroscope rotor supported on a frame by gimbals for normal rotation about a horizontal spin axis, cooperating electromagnetic windings and permanent magnets carried by the gimbals for exerting torque directly therebetween in either direction to cause precession of the rotor and gimbals in either direction about a vertical axis, the adjacent ends of said gimbal supporting said permanent magnets and said electromagnetic windings to extend relative torque between the gimbals about the common axis of said gimbals, said windings completely enclosing said permanent magnets and steering control means operable by precession of the gyroscope rotor about a vertical axis.

3. A directional gproscope for controlling steering mechanism comprising a rotor supported for normal rotation about a horizontal spin axis on a frame by gimbals pivoted about vertical and horizontal axes, caging means between the frame and gimbals operable to move the gimbals relative to 4 the frame to preselected positions to cause the rotor axis to be maintained horizontal, cooperating steering control elements carried by the frame and one of the gimbals for rotation about a vertical axis, the control elements carried by the frame being movable upon relative movement of the steering mechanism relative to the rotor and upon operation of the steering mechanism, and electromagnet windings secured on one gimbal and permanent magnets secured on the other gimbal in coaxial relation with the common pivot axis of the gimbals and the axis of the electromagnet windings being disposed transversely with respect to the polar axis of the permanent magnets and enclosing the permanent magnets for exerting torque in either direction therebetween to cause precession of the rotor and gimbal about a vertical axis.

4. A directional gyroscope for controlling steering mechanism comprising a rotor supported in gimbals on a frame for normal rotation about a horizontal spin axis, caging and centering means between the frame and gimbals to move the rotor to its normal position, electromagnetic means comprising cooperating electromagnetic windings and permanent magnets mounted for coaxial relative movement between the gimbals for exerting torque therebetween to cause precession of the rotor and gimbals about a vertical axis, the windings lenclosing the permanent magnets and the axes of the windings being disposed normally with respect to the polar axes of the permanent magnets and cooperating steering control elements between the frame and one gimbal operable upon precession.

A 5. A directional gyroscope for controlling steering mechanism comprising a frame, a rst gimbal pivoted about Va vertical axis in the frame, a second gimbal pivoted aboutI a horizontal axis in the first gimbal, a rotor supported in the second gim bal for normal rotationl about a horizontal axis transverse to the. pivot axis thereof, electrically connected electromagnetic windings and permanent magnets cooperating therewith and carried by the gimbals in concentric relation to the axis of the second gimbal for exerting constant pull and torque therebetween to cause constant precession rate of the rotor about a vertical axis throughout the range o movement of the gimbals about their axes, the permanent magnets being disposed entirely within the windings throughout the range of movement of the gimbals, and cooperating ,steering control and energizing contacts located coaxially with respect to the pivot axis of the first gimbal and between the first ,gimbal and frame.

Y 6. A directional gyroscope for controlling steering mechanism comprising. a frame, a rst gimbal pivoted about a vertical axis in the frame, a second gimbal pivoted about a horizontal axis in the rst gimbal, a rotorsupported in the second gimbal for normal rotation about a horizontal. axis transverse to the pivot axis thereof, electromagnetic means. comprising cooperatingelectromagnet windings and permanent magnets carried by the gimbals and located in coaxial relation with the pivot axis of the second gimbal for exerting constant torque, between the gimbals to cause constant precession rate of the rotor about avertical axis throughout the range of movement of the gimbals about their axes, and cooperating steering controlv and energizing .contacts located coaxially with respect to the` pivot. axis. of the rst gimbal and betweenthe rst gimbal and the frame.

DARL F. CARIS.

WALLACE W. PERKINS.

REFERENCES CITED AThe following references are of record in the le of this patent:

UNITED STATES PATENTS Number Name Date 1,545,479 Boykow July 14, 1925 1,896,805 Sperry, Jr., et al. Feb. 7, 1933 2,109,953 Bates Mar. 1, 1938 2,297,850 Brandt July 16, 1940 2,328,670 Parker Sept. 7, 1943 2,410,473 Weems Nov. 5, 1946 2,412,204 Carter et al Dec. 10, 1946 2,413,739 W'hite Jan. 7, 1947 2,415,819 Halpert et al Feb. 18,` 1947 2,417,573 Strother Mar. 18, 1947 

